Fuel injector assemblies having acoustical force modifiers and associated methods of use and manufacture

ABSTRACT

The present disclosure is directed to fuel injectors that provide efficient injection, ignition, and combustion of various types of fuels. One example of such an injector can include a sensor that detects one or more conditions in the combustion chamber. The injector can also include an acoustical force generator or modifier that is responsive to the sensor and can be configured to (a) induce vibrations in the fuel in the injector body and/or in the combustion chamber, (b) induce vibrations in air in the combustion chamber, (c) induce vibrations in a valve driver or other injector component to actuate a flow valve, and/or (d) control patterning of fuel injected into the combustion chamber.

CROSS-REFERENCE TO RELATED APPLICATION(S)

The present application claims priority to and the benefit of U.S.Patent Application No. 61/304,403, filed on Feb. 13, 2010 and titledFULL SPECTRUM ENERGY AND RESOURCE INDEPENDENCE, and U.S. PatentApplication No. 61/407,437, filed on Oct. 27, 2010 and titled FUELINJECTOR SUITABLE FOR INJECTING A PLURALITY OF DIFFERENT FUELS INTO ACOMBUSTION CHAMBER. Each of these applications is incorporated herein byreference in its entirety. To the extent the foregoing applicationand/or any other materials incorporated herein by reference conflictwith the disclosure presented herein, the disclosure herein controls.

TECHNICAL FIELD

The following disclosure relates generally to fuel injectors forinjecting fuel into a combustion chamber and, more specifically, to fuelinjector assemblies having acoustical force modifiers.

BACKGROUND

Fuel injection systems are typically used to inject a fuel spray into aninlet manifold or a combustion chamber of an engine. Fuel injectionsystems have become the primary fuel delivery system used in automotiveengines, having almost completely replaced carburetors since the late1980s. Fuel injectors used in these fuel injection systems are generallycapable of two basic functions. First, they deliver a metered amount offuel for each inlet stroke of the engine so that a suitable air-fuelratio can be maintained for the fuel combustion. Second, they dispersethe fuel to improve the efficiency of the combustion process.Conventional fuel injection systems are typically connected to apressurized fuel supply, and the fuel can be metered into the combustionchamber by varying the time for which the injectors are open. The fuelcan also be dispersed into the combustion chamber by forcing the fuelthrough a small orifice in the injectors.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic cross-sectional side view of an injectorconfigured in accordance with an embodiment of the disclosure.

FIG. 2 is a schematic cross-sectional side partial view of an injectorconfigured in accordance with another embodiment of the disclosure.

FIG. 3 is a schematic cross-sectional side partial view of an injectorconfigured in accordance with another embodiment of the disclosure.

FIG. 4 is a flow diagram of a routine or method for operating a fuelinjector in accordance with an embodiment of the disclosure.

FIG. 5A is a schematic cross-sectional side view of a portion of a fueldelivery system configured in accordance with an embodiment of thedisclosure.

FIGS. 5B-5E illustrate several fuel burst patterns that can beintroduced by an injector configured in accordance with embodiments ofthe disclosure.

DETAILED DESCRIPTION

The present application incorporates by reference in their entirety thesubject matter of each of the following U.S. patent applications:

U.S. Provisional Application No. 61/237,466, filed Aug. 27, 2009 andtitled MULTIFUEL MULTIBURST; U.S. Provisional Application No.61/312,100, filed Mar. 9, 2010 and titled SYSTEM AND METHOD FORPROVIDING HIGH VOLTAGE RF SHIELDING, FOR EXAMPLE, FOR USE WITH A FUELINJECTOR; U.S. patent application Ser. No. 12/653,085, filed Dec. 7,2009 and titled INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATEDMETHODS OF USE AND MANUFACTURE; U.S. patent application Ser. No.12/841,170, filed Jul. 21, 2010 and titled INTEGRATED FUEL INJECTORS ANDIGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S. patentapplication Ser. No. 12/804,510, filed Jul. 21, 2010 and titled FUELINJECTOR ACTUATOR ASSEMBLIES AND ASSOCIATED METHODS OF USE ANDMANUFACTURE; U.S. patent application Ser. No. 12/841,146, filed Jul. 21,2010 and titled INTEGRATED FUEL INJECTOR IGNITERS WITH CONDUCTIVE CABLEASSEMBLIES; U.S. patent application Ser. No. 12/841,149, filed Jul. 21,2010 and titled SHAPING A FUEL CHARGE IN A COMBUSTION CHAMBER WITHMULTIPLE DRIVERS AND/OR IONIZATION CONTROL; U.S. patent application Ser.No. 12/841,135, filed Jul. 21, 2010 and titled CERAMIC INSULATOR ANDMETHODS OF USE AND MANUFACTURE THEREOF; U.S. patent application Ser. No.12/804,509, filed Jul. 21, 2010 and titled METHOD AND SYSTEM OFTHERMOCHEMICAL REGENERATION TO PROVIDE OXYGENATED FUEL, FOR EXAMPLE,WITH FUEL-COOLED FUEL INJECTORS; U.S. patent application Ser. No.12/804,508, filed Jul. 21, 2010 and titled METHODS AND SYSTEMS FORREDUCING THE FORMATION OF OXIDES OF NITROGEN DURING COMBUSTION INENGINES; U.S. patent application Ser. No. 12/913,744, filed Oct. 27,2010 and titled INTEGRATED FUEL INJECTOR IGNITERS SUITABLE FOR LARGEENGINE APPLICATIONS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S.patent application Ser. No. 12/913,749, filed Oct. 27, 2010 and titledADAPTIVE CONTROL SYSTEM FOR FUEL INJECTORS AND IGNITERS; U.S. patentapplication Ser. No. 12/961,461, filed Dec. 6, 2010 and titledINTEGRATED FUEL INJECTOR IGNITERS CONFIGURED TO INJECT MULTIPLE FUELSAND/OR COOLANTS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; and U.S.patent application Ser. No. 12/961,453, filed Dec. 6, 2010 and titledINTEGRATED FUEL INJECTOR IGNITERS HAVING FORCE GENERATING ASSEMBLIES FORINJECTING AND IGNITING FUEL AND ASSOCIATED METHODS OF USE ANDMANUFACTURE.

The present application also incorporates by reference in their entiretythe subject matter of the following U.S. patent applications, filedconcurrently herewith on Feb. 14, 2011 and titled METHODS AND SYSTEMSFOR ADAPTIVELY COOLING COMBUSTION CHAMBERS IN ENGINES (Attorney DocketNo. 69545-1302US) and MULTI-PURPOSE RENEWABLE FUEL FOR ISOLATINGCONTAMINANTS AND STORING ENERGY (Attorney Docket No. 69545-9102US).

The present disclosure describes devices, systems, and methods forproviding a fuel injector configured to impart or modify acousticalforces to induce vibration in various types of fuels to affect fuelpropagation patterns and fuel dispersal into a combustion chamber. Thedisclosure further describes associated systems, assemblies, components,and methods regarding the same. For example, several of the embodimentsdescribed below are directed generally to adaptable fuelinjectors/igniters that can optimize the injection, ignition, andcombustion of various fuels based on combustion chamber conditions,engine load requirements, etc. Certain details are set forth in thefollowing description and in FIGS. 1-5E to provide a thoroughunderstanding of various embodiments of the disclosure. However, otherdetails describing well-known structures and systems often associatedwith internal combustion engines, injectors, igniters, and/or otheraspects of combustion systems are not set forth below to avoidunnecessarily obscuring the description of various embodiments of thedisclosure. Thus, it will be appreciated that several of the details setforth below are provided to describe the following embodiments in amanner sufficient to enable a person skilled in the relevant art to makeand use the disclosed embodiments. Several of the details and advantagesdescribed below, however, may not be necessary to practice certainembodiments of the disclosure.

Many of the details, dimensions, angles, shapes, and other featuresshown in the Figures are merely illustrative of particular embodimentsof the disclosure. Accordingly, other embodiments can have otherdetails, dimensions, angles, and features without departing from thespirit or scope of the present disclosure. In addition, those ofordinary skill in the art will appreciate that further embodiments ofthe disclosure can be practiced without several of the details describedbelow.

Reference throughout this specification to “one embodiment” or “anembodiment” means that a particular feature, structure, orcharacteristic described in connection with the embodiment is includedin at least one embodiment of the present disclosure. Thus, theoccurrences of the phrases “in one embodiment” or “in an embodiment” invarious places throughout this specification are not necessarily allreferring to the same embodiment. Furthermore, the particular features,structures, or characteristics may be combined in any suitable manner inone or more embodiments. The headings provided herein are forconvenience only and do not interpret the scope or meaning of theclaimed disclosure.

FIG. 1 is a schematic cross-sectional side view of an injector 110configured in accordance with an embodiment of the disclosure. Theinjector 110 is configured to inject fuel into a combustion chamber 104and to adaptively adjust the shape, pattern, phase, and/or frequency offuel injections or bursts. The injector 110 can adaptively control thesecharacteristics of the injected fuel via vibrations induced by anacoustical force generator or modifier 150 to enhance rapid ignition andcomplete combustion. The acoustical force modifier 150 is schematicallyillustrated in FIG. 1 and can be positioned at any location on theinjector 110 and coupled to any of the features described in detailbelow. Moreover, in certain embodiments the acoustical force modifier150 can be integral with one or more of the valve-actuating componentsdescribed in detail below. Furthermore, although several of theadditional features of the illustrated injector 110 described below areshown schematically for purposes of illustration, several of theseschematically illustrated features are described in detail below withreference to various features of embodiments of the disclosure.Accordingly, the relative location, position, size, orientation, etc. ofthe schematically illustrated components of the Figures are not intendedto limit the present disclosure.

In the illustrated embodiment, the injector 110 includes a casing orbody 112 having a middle portion 116 extending between a base portion114 and a nozzle portion 118. The nozzle portion 118 extends at leastpartially through a port in an engine head 107 to position the nozzleportion 118 at the interface with the combustion chamber 104. Theinjector 110 further includes a fuel passage or channel 123 extendingthrough the body 112 from the base portion 114 to the nozzle portion118. The channel 123 is configured to allow fuel to flow through thebody 112. The channel 123 is also configured to allow other components,such as a valve operator assembly 160, an actuator 122, instrumentationcomponents, and/or energy source components of the injector 110, to passthrough the body 112. According to additional features of theillustrated embodiment, the nozzle portion 118 can include one or moreignition features for generating an ignition event for igniting the fuelin the combustion chamber 104. For example, the injector 110 can includeany of the ignition features disclosed in U.S. patent application Ser.No. 12/841,170 entitled INTEGRATED FUEL INJECTORS AND IGNITERS ANDASSOCIATED METHODS OF USE AND MANUFACTURE, which is incorporated hereinby reference in its entirety.

In certain embodiments, the actuator 122 can be a cable, stiffenedcable, or rod that has a first end portion that is operatively coupledto a flow control device or valve 120 carried by the nozzle portion 118.The actuator 122 can be integral with the valve 120 or a separatecomponent from the valve 120. As such, the valve 120 is positionedproximate to the interface with the combustion chamber 104. Although notshown in FIG. 1, in certain embodiments the injector 110 can includemore than one flow valve, as well as one or more check valves positionedproximate to the combustion chamber 104, as well as at other locationson the body 112. For example, the injector 110 can include any of thevalves and associated valve actuation assemblies as disclosed in thepatent applications incorporated by reference above.

The position of the valve 120 can be controlled by the valve operatorassembly 160. For example, the valve operator assembly 160 can include aplunger or driver 124 that is operatively coupled to the actuator 122.The actuator 122 and/or driver 124 can further be coupled to a processoror controller 126. As explained in detail below with reference tovarious embodiments of the disclosure, the driver 124 and/or actuator122 can be responsive to the controller 126 as well as to the acousticalforce modifier 150. The controller 126 can be positioned on the injector110 or remotely from the injector 110. The controller 126 and/or thedriver 124 are configured to rapidly and precisely actuate the actuator122 to inject fuel into the combustion chamber 104 by moving the flowvalve 120 via the actuator 122. For example, in certain embodiments, theflow valve 120 can move outwardly (e.g., toward the combustion chamber104) and in other embodiments the flow valve 120 can move inwardly(e.g., away from the combustion chamber 104) to meter and controlinjection of the fuel. Moreover, the driver 124 can tension the actuator122 to retain the flow valve 120 in a closed or seated position, and thedriver 124 can relax or relieve the tension in the actuator 122 to allowthe flow valve 120 to inject fuel, and vice versa. In other embodiments,the valve 120 may be opened and closed depending on the pressure of thefuel in the body 112, without the use of an actuator cable or rod.Additionally, although only a single valve 120 is shown at the interfaceof the combustion chamber 104, in other embodiments the flow valve 120can be positioned at other locations on the injector 110 and can beactuated in combination with one or more other flow valves or checkvalves.

The injector 110 can further include a sensor and/or transmittingcomponent 127 for detecting and relaying combustion chamber propertiessuch as temperatures and pressure and providing feedback to thecontroller 126. The sensor 127 can be integral to the valve 120, theactuator 122, and/or the nozzle portion 118 or a separate component thatis carried by any of these portions of the injector 110. In oneembodiment, the actuator 122 can be formed from fiber optic cables orinsulated transducers integrated within a rod or cable, or can includeother sensors to detect and communicate combustion chamber data.Although not shown in FIG. 1, in other embodiments, the injector 110 caninclude other sensors or monitoring instrumentation located at variouspositions on the injector 110. For example, the body 112 can includeoptical fibers integrated into the material of the body 112. Inaddition, the flow valve 120 can be configured to sense or carry sensorsto transmit combustion data to one or more controllers 126 associatedwith the injector 110. This data can be transmitted via wireless, wired,optical, or other transmission mediums to the controller 126 or othercomponents. Such feedback enables extremely rapid and adaptiveadjustments for desired fuel injection factors and characteristicsincluding, for example, frequency of acoustical vibrations, fueldelivery pressure, fuel injection initiation timing, fuel injectiondurations for production of multiple layered or stratified charges,combustion chamber pressure and/or temperature, the timing of one,multiple or continuous plasma ignitions or capacitive discharges, etc.For example, the sensor 127 can provide feedback to the controller 126as to whether the measurable conditions within the combustion chamber104, such as temperature or pressure, fall within ranges that have beenpredetermined to provide desired combustion efficiency. Based on thisfeedback, the controller 126 in turn can direct the acoustical modifier150 to manipulate the frequency of fuel and/or air movement in thecombustion chamber 104.

During operation, as fuel is injected into the combustion chamber 104 ithas an innate acoustical frequency of movement. As discussed in furtherdetail below, acoustical frequency includes sub-audible, audible, andultrasonic frequencies. The innate frequency of the fuel is dependent onnumerous factors including, for example, the geometry of the combustionchamber and the valve opening, the mechanism of actuating the valve, thepiston position and speed, and the type, temperature, velocity,pressure, density, and viscosity of the fuel. As discussed above, thepattern, dispersion, and movement of the fuel in the combustion chamber104 affects the ignition and combustion efficiency of the system.Specifically, the frequency and shape, pattern, and/or phase of fuelinjection spray determines the admixture of fuel and air in thecombustion chamber 104, thereby controlling the initiation, rate,efficiency, and temperature of ignition events. The innate frequency canbe altered via a cyclic impartation of energy to the fuel or air, aswell as to one or more components in the fuel injection system.Imparting this acoustical energy alters the fuel pattern, shape, phase,and/or frequency to provide for improved fuel/air ratios. This reactive,responsive control over the fuel movement provides for a more efficientcombustion system as compared to uncontrolled, unadaptiveconfigurations.

The acoustical force modifier 150 can take on numerous forms accordingto different embodiments of the disclosure and can apply acousticalenergy to the valve driver 124, the actuator 122, the valve 120, fuel inthe injector body, fuel in the combustion chamber 104, air, a mixture offuel and air, and/or to other components of the injector 110. The energyapplied to any of these components can result in an altered acousticalfrequency of the fuel and/or air in the combustion chamber. In oneembodiment, the acoustical force modifier 150 can be configured toachieve the desired frequency and pattern of the injected fuel bursts byapplying energy to induce vibrations in the valve driver 124 to alterthe frequency and degree to which the valve 120 is opened. This in turnalters the acoustical energy of the fuel that is introduced into thecombustion chamber 104, because the fuel frequency is dependent on thefrequency of valve opening. The acoustical force modifier 150 can becoupled to a voltage source or other suitable energy source (not shown),as well as to the controller 126. In certain embodiments, the acousticalforce modifier 150 can be a solenoid winding that is an electromagneticforce generator, a piezoelectric force generator, a pneumatic forcegenerator, a hydraulic force generator, a magnetostrictive forcegenerator, or other suitable type of force generator for moving thedriver 124.

In another embodiment, the acoustical force modifier 150 applies energydirectly to the actuator 122 by any of the means described above. Theenergy causes vibrational capacitive ringing of the actuator 122. Theactuator 122 in turn opens the valve 120 in a rhythm corresponding tothis vibration, thereby altering the fuel distribution pattern byimparting acoustical forces or energy to the fuel. In still furtherembodiments (as described in further detail below with reference to FIG.2), the acoustical force modifier 150 can alter the frequency of theflow valve 120 actuation to induce plasma projection to beneficiallyaffect the shape and/or pattern of the injected fuel.

In some embodiments, the acoustical force modifier 150 applies energydirectly to the valve 120, to the fuel via the valve 120, or to fuel,air, and/or fuel and air in the body 112 or combustion chamber 104. Forexample, acoustical energy can be applied directly to the fuel via anacoustical force modifier 150 that is a component of the injector body112. In such an embodiment, vibrations can be induced to alter the stateof the fuel and/or alter the fuel spray in the combustion chamber. Forexample, in one embodiment, a first frequency can be applied to a fuel,such as a colloidal architectural construct fuel, to effect fuelcharacteristic or state changes; then a second frequency can be appliedto the fuel to manipulate the frequency, shape, pressure, etc. of thefuel entering the combustion chamber. The second frequency can either bethe same as or different from the first frequency, and can be induced bythe same or a different acoustical force modifier as the acousticalforce modifier that alters the fuel characteristic. Inducing vibrationsin fuel in the injector body may be desirable for various types offuels, including one or more of those described in the applicationtitled MULTI-PURPOSE RENEWABLE FUEL FOR ISOLATING CONTAMINANTS ANDSTORING ENERGY (Attorney Docket No. 69545-9102US), which has beenincorporated herein by reference.

In another embodiment, the combination of the shape of a valve, valveseat, and/or valve orifice and the pressure drop of the fuel passingthrough the valve 120 into the combustion chamber 104 instigates anacoustical disturbance that alters the frequency of fuel being dispersedinto the combustion chamber 104, and accordingly controls the spraypattern of the fuel and the combustion efficiency. In one embodiment,the valve 120 is a reed valve that is responsive to pressurized fuel andacoustical vibrations in the fuel. In another embodiment, energy isapplied to fuel in the body 112, and the valve 120 can be made torotate, translate, or otherwise open from the pressure or movement ofthe fuel in the injector body 112.

In certain embodiments, the vibrational frequencies applied to the fuelcan be sub-audible frequencies (e.g., less than approximately 20 Hz) orultrasound frequencies (e.g., above approximately 20,000 Hz). In otherembodiments, the frequencies can be audible frequencies ranging fromabout 20 Hz to about 20,000 Hz. The acoustical energy vibrationalfrequency can be selected based on several factors including theproperties of the injector and combustion chamber, as well as fuel type,pressure, temperature, flow rate, etc. For example, a fuel having arelatively high molecular weight may require a relatively higheracoustical energy vibrational frequency applied to the fuel to morequickly initiate and complete combustion. In another embodiment,applying a high frequency, for example a frequency of approximately2,450 MHz, induces dipolar molecular motion in low-cost fuels having awater component, such as wet alcohol. Such high frequency molecularmotion may be generated by an AC or DC microwave driver and may beutilized in conjunction with one or more additional vibrational driversat other frequencies. The selected acoustical energy vibrationalfrequency can also be at least partially based on feedback from thecombustion chamber properties (e.g., temperature, pressure, amount offuel, oxygen, or oxides of nitrogen, ignition initiation and completion,etc.) that can be read by the sensors or detectors described above.

In the embodiments described herein, movement of the fuel, air, and/orfuel and air mixtures in the combustion chamber can be controlled oraltered through use of the acoustical force modifier 150. In someembodiments, more than one acoustical force modifier is used in order tomore finely tune control over the frequency of fuel and/or air movement.Furthermore, the acoustical force modifier 150 can be used inconjunction with other devices, mechanisms, or methods. For example, inone embodiment, the acoustical force modifier 150 can be used with fuelthat has been highly pressurized in a fuel supply tank (not shown) inorder to more finely tune control over the frequency of fuel movement.

The features of the injector 110 described above with reference to FIG.1 can be included in any of the embodiments described below withreference to FIGS. 2-5E or in other embodiments of fuel injectors thathave been described in publications that have been incorporated byreference herein. Furthermore, some or all of the features of theinjector 110 and/or acoustical force modifier 150 can be used with awide variety of engines including, but not limited to, two-stroke andfour-stroke piston engines, rotary combustion engines, gas turbineengines, or combinations of these. The injector 110 and/or acousticalforce modifier 150 can likewise be used with a wide variety of fueltypes including diesel, gasoline, natural gas (including methane,ethane, and propane), renewable fuels (including fuel alcohols—both wetand dry—and nitrogenous fuels such as ammonia), and designer fuels, suchas those described in the patent application filed herewith and titledMULTI-PURPOSE RENEWABLE FUEL FOR ISOLATING CONTAMINANTS AND STORINGENERGY (Attorney Docket No. 69545-9102US), which has been incorporatedby reference herein in its entirety.

FIG. 2 is a cross-sectional side partial view of an injector 210configured in accordance with another embodiment of the disclosure. Theinjector 210 is configured to adaptively impart acoustical energy andrapidly and precisely control the actuation of a flow valve 220 torelease fuel into a combustion chamber 204. The illustrated injector 210includes several features that are generally similar in structure andfunction to the corresponding features of the injector 110 disclosedabove with reference to FIG. 1. For example, as shown in FIG. 2, theinjector 210 includes a body 212 having a fuel passageway 223, a nozzleportion 218, and a cable or actuator 222 coupled to the flow valve 220.The position of the valve 220 can be controlled by a valve operatorassembly 260. The valve operator assembly 260 can include one or moreacoustical force generators or modifiers 250 (identified individually asfirst acoustical force modifier 250 a, second acoustical force modifier250 b, and third acoustical force modifier 250 c) for impartingacoustical energy. The injector 210 can further include one or moresensors and/or transmitting components 227. In the illustratedembodiment, the sensor 227 is located on the nozzle portion 218, but maybe located in alternate locations on the injector 210 as described abovewith reference to FIG. 1. For example, in other embodiments, the nozzleportion 218 can include one or more piezo crystals able to detectcombustion events. The acoustical force modifiers 250 can includecorresponding actuation assemblies 270 (identified individually as firstactuation assembly 270 a and a second actuation assembly 270 b) formoving the actuator 222 axially along the injector 210 (e.g., in thedirection of a first arrow 267) to open and close the valve 220.

The first acoustical force modifier 250 a can include a piezoelectric,electromechanical, pneumatic, hydraulic, or other suitableforce-generating component 271. When the force modifier 250 a isenergized or otherwise actuated, the actuation assembly 270 a moves in adirection generally perpendicular to a longitudinal axis of the injector210 (e.g., in the direction of a second arrow 265). Accordingly, thefirst acoustical force modifier 250 a causes the first actuationassembly 270 a (shown schematically as a drummer mechanism) to contactand displace at least a portion of the actuator 222 to cyclicallytension the actuator 222 to close the valve 220. When the acousticalforce modifier 250 a is no longer energized or actuated, the actuator222 is no longer in tension. Accordingly, the first actuation assembly270 a can provide for very rapid and precise actuator 222 and valve 220displacement, thereby precisely propagating acoustical energy viapressure waves 280 through fuel and/or air in the combustion chamber (orto other actuating components of the injector 210). These precisepressure waves 280 alter the frequency, shape, pattern, and/or phase offuel injection bursts from the flow valve 220 into the combustionchamber 204. As described above, the acoustically altered pattern offuel bursts can provide for improved fuel/air mixtures and accordinglyincreased combustion efficiency.

The second actuation assembly 270 b (shown schematically) includes arack-and-pinion type actuation assembly 270 b for moving the actuator222 axially within the injector 210. More specifically, the secondactuation assembly 270 b includes a rack or sleeve 272 coupled to theactuator 222. A corresponding pinion or gear 274 engages the sleeve 272.In operation, the second acoustical force modifier 250 b causes thesecond actuation assembly 270 b to transfer the rotational movement ofthe gear 274 into linear motion of the sleeve 272, and consequently movethe actuator 222. As with the first acoustical force modifier 250 a, thesecond acoustical force modifier 250 b can provide for rapid and preciseactuator 222 and valve 220 displacement, thereby altering and improvingthe resulting fuel distribution pattern and frequency by impartingacoustical energy.

The third acoustical force modifier 250 c can include means to form aplasma of ionized air to ignite fuel. For example, the third acousticalforce modifier 250 c can alter the frequency of the flow valve 220actuation to induce plasma projection to beneficially affect thefrequency, phase, shape, and/or pattern of the injected fuel. U.S.patent application Publication No. 672,636, (U.S. Pat. No. 4,122,816),which is incorporated herein by reference in its entirety, describessuitable drivers for actuating plasma projection by injector 210 andother injectors described herein. The plasma projection of ionized aircan accelerate the combustion of fuel that enters the plasma. Moreover,this plasma projection can affect the shape of the rapidly combustingfuel according to predetermined combustion chamber characteristics.Similarly, the injector 210 can also ionize portions of the fuel toproduce high-energy plasma, which can also affect or change the shape ofthe distribution pattern of the combusting fuel. In some embodiments,the injector 210 can further tailor the properties of the combustion anddistribution of injected fuel by creating supercavitation or suddengasification of the injected fuel. More specifically, the force modifier250 c can actuate the flow valve 220 and/or other components of thenozzle portion 218 in such a way as to create sudden gasification of thefuel flowing past these components. For example, the frequency of theopening and closing of the flow valve 220 can induce sudden gasificationof the injected fuel. This sudden gasification produces gas or vaporfrom the rapidly entering liquid fuel, or mixtures of liquid and solidfuel constituents. For example, this sudden gasification can produce avapor as liquid fuel that is routed around the surface of the flow valve220 to enter the combustion chamber 204. The sudden gasification of thefuel enables the injected fuel to combust much more quickly andcompletely than non-gasified fuel. Moreover, the sudden gasification ofthe injected fuel can produce different fuel injection patterns orshapes including, for example, projected ellipsoids, which differgreatly from generally coniform patterns of conventional injected fuelpatterns. In still further embodiments, the sudden gasification of theinjected fuel may be utilized with various other fuel ignition andcombustion enhancing techniques. For example, the sudden gasificationcan be combined with superheating of liquid fuels, plasma and/oracoustical impetus of projected fuel bursts. Ignition of these enhancedfuel bursts requires far less catalyst, as well as catalytic area, whencompared with catalytic ignition of liquid fuel constituents. While thethird acoustical force modifier 250 c is depicted schematically in FIG.2 as a fluid passageway, it can take on other forms or configurations,as described in further detail in application Ser. No. 12/841,170, filedJul. 21, 2010 and titled INTEGRATED FUEL INJECTORS AND ASSOCIATEDMETHODS OF USE AND MANUFACTURE, which is herein incorporated byreference in its entirety.

Although the embodiment illustrated in FIG. 2 includes multipleacoustical force modifiers 250, in other embodiments there can be moreor fewer acoustical force modifiers 250, and the types of acousticalforce modifiers 250 can vary in their combinations. The choice of howmany and what type of acoustical force modifier to use can depend on thespacing, mechanics, and configuration of the injector 210, in additionto how much acoustical modification needs to take place in the system.In some cases, multiple acoustical force modifiers can be used incombination in order to fine-tune the energy applied and the resultingfuel/air pattern, phase, shape, and/or frequency in the combustionchamber 204.

FIG. 3 is a cross-sectional side partial view of an injector 310configured in accordance with another embodiment of the disclosure. Theinjector 310 can be configured to adaptively impart acoustical energyand rapidly and precisely control the actuation of a flow valve 320 torelease fuel into a combustion chamber 304. The illustrated injector 310includes several features that are generally similar in structure andfunction to the corresponding features of the injectors disclosed abovewith reference to FIGS. 1 and 2. As shown in FIG. 3, the injector 310includes a body 312 having a base portion 314, a fuel passageway 323extending through the body 312, a nozzle portion 318, and a cable oractuator 322 coupled to the flow valve 320. The position of the valve320 can be controlled by a valve operator assembly 360. The valveoperator assembly 360 can include a sensor and/or transmitting component327 and an acoustical force modifier 350. In the illustrated embodiment,the sensor 327 is located on the nozzle portion 318, but may be locatedin alternate locations on the injector 310 as described above withreference to FIG. 1. The acoustical force modifier 350 includes anactuation assembly 370 that is configured to move the actuator 322 toopen and close the flow valve 320. More specifically, the actuationassembly 370 includes actuation drivers 324 (identified individually asfirst-third drivers 324 a-324 c) that are configured to displace theactuator 322. Although three drivers 324 a-324 c are illustrated in FIG.3, in other embodiments the injector 310 can include a single driver324, two drivers 324, or more than three drivers 324. The drivers 324can be piezoelectric, electromechanical, pneumatic, hydraulic, or othersuitable force-modifying components.

The actuation assembly 370 also includes connectors 328 (identifiedindividually as first-third connectors 328 a-328 c) operatively coupledto the corresponding drivers 324 and to the actuator 322 to providepush, pull, and/or push and pull displacement of the actuator 322. Theactuator 322 can freely slide between the connectors 328 axially alongthe injector 310. According to another feature of the actuation assembly370, a first end portion of the actuator 322 can pass through a firstguide bearing 376 a at the base portion 314 of the injector 310. An endportion of the actuator 322 can also be operatively coupled to acontroller 326 to relay combustion data to the controller 326 to enablethe controller 326 to adaptively control and optimize fuel injection andignition processes. A second end portion of the actuator 322 can extendthrough a second guide bearing 376 b at the nozzle portion 318 of theinjector 310 to align the actuator 322 with the flow valve 320.

When the acoustical force modifier 350 is energized or otherwiseactuated, the acoustical force modifier 350 causes the drivers 324 todisplace the actuator 322 to tension or relax the actuator 322 forperforming the desired degree of motion of the flow valve 320. Morespecifically, the drivers 324 cause the connectors to displace theactuator 322 in a direction that is generally perpendicular to thelongitudinal axis of the injector 310. By using multiple drivers 324,the movement of the flow valve 320 can be finely tuned according to thedesired modifications to the pattern, shape, phase, and/or acousticalfrequency of the fuel and/or air movement in the combustion chamber 304.

The injector 310 can also include a capacitor 378 at the nozzle portion318 that can be directed by the acoustical force modifier 350 to deliverrelatively large current bursts of plasma at the combustion chamberinterface by ionizing fuel, air, or fuel-air mixtures. The capacitor 378may be cylindrical to include many conductive layers such as may beprovided by a suitable metal selection or of graphene layers that areseparated by a suitable insulator. The capacitor 378 may be charged anddischarged via insulated cables that can be coupled to a suitable powersource or a conductive tube or plating.

FIG. 4 is a flow diagram of a routine or method 490 for operating a fuelinjector including an acoustical force modifier configured in accordancewith an embodiment of the disclosure. The routine 490 can be controlledor performed by an engine management computer, engine control unit,application-specific integrated circuit, processor, computer, and/orother suitable programmable engine control device. The method 490 can beused to monitor conditions in a combustion chamber into which fuel isbeing injected and adjust the energy applied to one or more componentsin the fuel injector, and in particular an acoustical force modifier, toalter the pattern, phase, shape, and/or acoustical frequency of fueland/or air in the combustion chamber, thereby optimizing combustionefficiency.

For example, the method 490 includes introducing fuel into the fuelinjector (block 491). The method can further include sensing one or moreconditions in the combustion chamber (block 492). For example, the fuelinjector can include a sensor and/or transmitting component that canread or sense various properties and conditions in the combustionchamber, such as temperature and pressure, and can provide feedback to acontroller component of the programmable engine control device.Combustion data can be transmitted via wireless, wired, optical or othertransmission mediums to the controller or other components, as describedin detail above.

The method 490 additionally includes determining whether fuel conditionsand/or conditions in the combustion chamber fall within a predeterminedrange (decision block 493). In certain embodiments, for example, it maybe desirable to determine whether the temperature of the combustionchamber rises above 2,200 degrees C., which is the threshold for formingoxides of nitrogen. In other embodiments, it may be desirable todetermine whether fuel, such as colloidal architectural construct fuel,has sufficiently broken down or changed state in the injector body. Instill other embodiments, other predetermined temperatures, pressures,fuel properties, engine load or torque requirements, and associatedproperties and conditions can be used to adaptively control theinjector.

When the system determines that the conditions in the combustion chamberfall outside of a predetermined range, the method includes acousticallymodifying application of energy to the system (block 494). Specifically,the method can include altering the frequency, phase, shape, and/orpattern of fuel and/or air in the combustion chamber via a cyclicimpartation of energy to one or more components in the fuel injectionsystem. For example, if the feedback from the sensor indicates thatcombustion is being completed inefficiently or that the combustionchamber is excessively heated, the modification could compriseacoustically altering the fuel pattern to have an increased frequency ofmovement, allowing more optimal fuel/air mixtures in the combustionchamber, fewer hot spots, and more efficient combustion. Modifying theapplication of acoustic energy can include any of the mechanismsdescribed above with reference to FIGS. 1-3. The acoustical forcemodifier can take on numerous forms in different embodiments of thedisclosure and can apply energy to a valve driver, to an actuator, to avalve, directly to the fuel, to air in the injector or combustionchamber, to a mixture of fuel and air, or to other components in thefuel injector system. In certain embodiments, the acoustical forcemodifier can be a solenoid winding that is an electromagnetic forcegenerator, a piezoelectric force generator, a magnetostrictive forcegenerator, or other suitable type of force generator for moving thecomponent.

The method can further include introducing a pattern of fuel into thecombustion chamber (block 495) and igniting the fuel (block 496). Asdescribed in detail above with reference to FIGS. 1-3, the applicationof acoustical energy to one or more components in the fuel injectormodifies the combustion efficiency of the system. Specifically, thefrequency and spray pattern of fuel injection bursts control theinitiation, rate, efficiency, and temperature of ignition events in thecombustion chamber. When acoustical energy is applied, it modifies theinnate frequency and pattern of movement of fuel and/or air. Thismodification produces a spray pattern of fuel that more effectively andefficiently ignites and combusts the fuel, thus producing less wastedenergy and fuel. In one embodiment, based on the sensor feedback, theacoustical energy can be applied in any of the means or componentsdescribed above to accelerate the fuel at the beginning and end ofcombustion. In some embodiments, all or portions of the method 490 arerepeated to fine-tune the injection frequency and pattern of fuel in thecombustion chamber and/or to continuously monitor and improve combustionefficiency.

FIG. 5A is a schematic cross-sectional side view of a portion of a fueldelivery system 500 configured in accordance with an embodiment of thedisclosure. The system 500 includes a fuel injector 510, a combustionchamber 504, and an energy transfer device or piston 501. The combustionchamber 504 is at least partially formed between a head portion, whichcontains the injector 510, and the movable piston 501. In otherembodiments, however, the injector 510 can be used in other environmentswith other types of combustion chambers and/or energy-transferringdevices. The injector 510 includes several features that are generallysimilar in structure and function to the corresponding features of theinjectors described above with reference to FIGS. 1-4. For example, asdescribed in greater detail below, the injector 510 includes severalfeatures that not only allow the injection and ignition of differentfuels in the combustion chamber 504, but that also enable the injector510 to acoustically modify the injection and ignite these differentfuels according to different combustion conditions or requirements.

According to another aspect of the illustrated embodiment, the injector510 can include instrumentation for sensing various properties of thecombustion in the combustion chamber 504 (e.g., properties of thecombustion process, the fuel, the combustion chamber 504, etc.). Inresponse to these sensed conditions, the injector 510 can adaptivelyoptimize via acoustical energy the fuel injection and ignitioncharacteristics to achieve increased fuel efficiency and powerproduction, as well as to decrease noise, engine knock, heat losses,and/or vibration to extend the engine and/or vehicle life. Specifically,the injector 510 includes one or more acoustical force modifiers thatuse the mechanisms described above with respect to FIGS. 1-4 to achievespecific flow or spray patterns of injected fuel 505 a.

The acoustical force modifier can apply acoustical energy to inducevibrations in any fuel injector component, such as an injector body,valve actuation assembly, actuator, valve, fuel, and/or air. The appliedacoustical frequency modifies and controls one or more of the frequency,shape, phase, and/or pattern of injected fuel 505 a. Specifically, thefrequency of individual fuel bursts 507 (identified individually as 507a-507 d), the spacing between each burst 507 (identified individually asD₁-D₃), and the pattern/layering of bursts can be regulated bycontrolling the injected fuel 505 a via an acoustical force modifier.For example, in one embodiment, the sensor can determine that thecombustion chamber is running excessively hot and can direct theacoustical force modifier to apply vibration to increase or decreasevalve actuation frequency. This in turn adjusts one or more distancesD₁-D₃ between one or more of the bursts 507, thereby altering theavailable amount, surface-to-volume ratio, and/or location of fuel thatcan be mixed with oxygen to achieve combustion. This control over theinjected fuel 505 a accordingly provides the ability to achieve earlierinitiation of ignition, more complete combustion, and faster completionof combustion.

FIGS. 5B-5E illustrate several patterns of injected fuel 505 (identifiedindividually as patterns 505 b-505 e) that can be introduced by aninjector configured in accordance with embodiments of the disclosure.More specifically, each pattern 505 includes multiple layers or portionsof fuel that can be adaptively modified or controlled via theapplication of acoustical energy. As those of ordinary skill in the artwill appreciate, the illustrated patterns 505 are merely representativeof some embodiments of the present disclosure. Accordingly, the presentdisclosure is not limited to the patterns 505 shown in FIGS. 5A-5E, andin other embodiments injectors can dispense burst patterns that differfrom the illustrated patterns 505. Although the patterns 505 illustratedin FIGS. 5A-5E have different shapes and configurations, these patterns505 share the feature of having sequential or stratified fuel layers.The individual layers of the corresponding patterns 505 provide thebenefit of relatively large surface-to-volume ratios of the injectedfuel. These large surface-to-volume ratios provide higher combustionrates of the fuel charges, as well as assist in insulating andaccelerating complete combustion of the fuel charges. Such fast andcomplete combustion provides several advantages over slower-burning fuelcharges. For example, slower-burning fuel charges require earlierignition, cause significant heat losses to combustion chamber surfaces,and produce more back work or output torque loss to overcome earlypressure rise from the earlier ignition. Such previous combustionoperations are also plagued by pollutive emissions (e.g., carbon-richhydrocarbon particulates, oxides of nitrogen, carbon monoxide, carbondioxide, quenched and unburned hydrocarbons, etc.) as well as harmfulheating and wear of pistons, rings, cylinder walls, valves, and othercomponents of the combustion chamber.

As described in some detail above, the disclosed fuel injectors andassociated systems and methods provide several advantages and benefits.The injectors described herein allow the operator to very preciselymeter the air/fuel ratio and arrangement by altering the pattern andfrequency of the fuel bursts and/or air in the combustion chamber withacoustical energy. This decreases fuel and energy waste in the system.Also as described above, the acoustical control over the fuel and/or aircan enable the operator to control the temperature and pressure in thecombustion chamber. This can be useful to prevent the combustion chamberfrom operating at conditions that are detrimental to the overall systemor that produce harmful emissions such as oxides of nitrogen. Forexample, acoustically controlling the temperature of the combustionchamber can reduce hot spots in the combustion chamber by eliminatingfuel/air mixtures that accumulate and burn uncontrollably at highertemperatures than desired. Control over valve actuation frequency canincrease metering valve rates and stabilize operation of the system.Furthermore, the operator can adaptively control the interval betweeninjections and can accelerate the initiation and completion ofcombustion with the acoustical energy so that the combustion chamberdoes not accumulate excessive heat.

Any of the actuation-related components disclosed herein (including, butnot limited to, actuators, drivers, sensors, valves, actuationassemblies, valve operator assemblies, and/or acoustical forcemodifiers) can be at least partially made from or coated in any numberof suitable materials, including, for example, ultralight aerogels (asdescribed in Jianhua Zou et al., Ultralight Multiwalled Carbon NanotubeAerogel, 4 ACS NANO at 7293 (2010), which is hereby incorporated byreference in its entirety).

It will be apparent that various changes and modifications can be madewithout departing from the scope of the disclosure. Unless the contextclearly requires otherwise, throughout the description and the claims,the words “comprise,” “comprising,” and the like are to be construed inan inclusive sense as opposed to an exclusive or exhaustive sense; thatis to say, in a sense of “including, but not limited to.” Words usingthe singular or plural number also include the plural or singularnumber, respectively. When the claims use the word “or” in reference toa list of two or more items, that word covers all of the followinginterpretations of the word: any of the items in the list, all of theitems in the list, and any combination of the items in the list.

Features of the various embodiments described above can be combined toprovide further embodiments. All of the U.S. patents, U.S. patentapplication publications, U.S. patent applications, foreign patents,foreign patent applications and non-patent publications referred to inthis specification and/or listed in the Application Data Sheet areincorporated herein by reference, in their entirety. Aspects of thedisclosure can be modified, if necessary, to employ fuel injectors andignition devices with various configurations, and concepts of thevarious patents, applications, and publications to provide yet furtherembodiments of the disclosure.

These and other changes can be made to the disclosure in light of theabove detailed description. In general, in the following claims, theterms used should not be construed to limit the disclosure to thespecific embodiments disclosed in the specification and the claims, butshould be construed to include all systems and methods that operate inaccordance with the claims. Accordingly, the invention is not limited bythe disclosure, but instead its scope is to be determined broadly by thefollowing claims.

To the extent not previously incorporated herein by reference, thepresent application incorporates by reference in their entirety thesubject matter of each of the following materials: U.S. PatentApplication No. 61/237,466, filed on Aug. 27, 2009 and titled MULTIFUELMULTIBURST; U.S. Patent Application No. 60/626,021, filed on Nov. 9,2004 and titled MULTIFUEL STORAGE, METERING AND IGNITION SYSTEM; U.S.patent application Ser. No. 12/006,774, filed on Jan. 7, 2008 and titledMULTIFUEL STORAGE, METERING AND IGNITION SYSTEM; U.S. patent applicationSer. No. 12/581,825, filed on Oct. 19, 2009 and titled MULTIFUELSTORAGE, METERING AND IGNITION SYSTEM, U.S. Patent Application No.61/312,100, filed on Mar. 9, 2010 and titled SYSTEM AND METHOD FORPROVIDING HIGH VOLTAGE RF SHIELDING, FOR EXAMPLE, FOR USE WITH A FUELINJECTOR; U.S. patent application Ser. No. 12/653,085, filed on Dec. 7,2009 and titled INTEGRATED FUEL INJECTORS AND IGNITERS AND ASSOCIATEDMETHODS OF USE AND MANUFACTURE; U.S. patent application Ser. No.12/841,170, filed on Jul. 21, 2010 and titled INTEGRATED FUEL INJECTORSAND IGNITERS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S. patentapplication Ser. No. 12/804,510, filed on Jul. 21, 2010 and titled FUELINJECTOR ACTUATOR ASSEMBLIES AND ASSOCIATED METHODS OF USE ANDMANUFACTURE; U.S. patent application Ser. No. 12/841,146, filed on Jul.21, 2010 and titled INTEGRATED FUEL INJECTOR IGNITERS WITH CONDUCTIVECABLE ASSEMBLIES; U.S. patent application Ser. No. 12/841,149, filed onJul. 21, 2010 and titled SHAPING A FUEL CHARGE IN A COMBUSTION CHAMBERWITH MULTIPLE DRIVERS AND/OR IONIZATION CONTROL; U.S. patent applicationSer. No. 12/841,135, filed on Jul. 21, 2010 and titled CERAMIC INSULATORAND METHODS OF USE AND MANUFACTURE THEREOF; U.S. patent application Ser.No. 12/804,509, filed on Jul. 21, 2010 and titled METHOD AND SYSTEM OFTHERMOCHEMICAL REGENERATION TO PROVIDE OXYGENATED FUEL, FOR EXAMPLE,WITH FUEL-COOLED FUEL INJECTORS; U.S. patent application Ser. No.12/804,508, filed on Jul. 21, 2010 and titled METHODS AND SYSTEMS FORREDUCING THE FORMATION OF OXIDES OF NITROGEN DURING COMBUSTION INENGINES; U.S. patent application Ser. No. 12/913,744, filed on Oct. 27,2010 and titled INTEGRATED FUEL INJECTOR IGNITERS SUITABLE FOR LARGEENGINE APPLICATIONS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; U.S.patent application Ser. No. 12/913,749, filed on Oct. 27, 2010 andtitled ADAPTIVE CONTROL SYSTEM FOR FUEL INJECTORS AND IGNITERS; U.S.patent application Ser. No. 12/961,461, filed on Dec. 6, 2010 and titledINTEGRATED FUEL INJECTOR IGNITERS CONFIGURED TO INJECT MULTIPLE FUELSAND/OR COOLANTS AND ASSOCIATED METHODS OF USE AND MANUFACTURE; and U.S.patent application Ser. No. 12/961,453, filed on Dec. 6, 2010 and titledINTEGRATED FUEL INJECTOR IGNITERS HAVING FORCE GENERATING ASSEMBLIES FORINJECTING AND IGNITING FUEL AND ASSOCIATED METHODS OF USE ANDMANUFACTURE.

I claim:
 1. An injector for introducing fuel into a combustion chamber and igniting the fuel in the combustion chamber, the injector comprising: an injector body including— a base portion configured to receive fuel into the body; and a nozzle portion coupled to the base portion, wherein the nozzle portion is configured to be positioned proximate to the combustion chamber for injecting fuel into the combustion chamber; an ignition feature at the nozzle portion, the ignition feature configured to generate an ignition event to at least partially ignite fuel; a valve carried by the body, wherein the valve is movable to an open position to introduce fuel into the combustion chamber; and a valve operator assembly, the valve operator assembly including— a valve actuator movable between a first position and a second position; a sensor configured to register one or more conditions in the combustion chamber; and an acoustical force modifier configured to at least partially control distribution of fuel injected into the combustion chamber, wherein the acoustical force modifier is responsive to the sensor and configured to induce vibrations in (a) fuel in the body and/or in the combustion chamber, (b) air in the combustion chamber, (c) the valve actuator to actuate the valve, and/or (d) the valve.
 2. The injector of claim 1 wherein when the acoustical force modifier induces vibrations in the valve, the acoustical force modifier cyclically tensions and relaxes the valve driver, thereby instigating movement of the valve via the valve actuator.
 3. The injector of claim 1 wherein the valve operator assembly further comprises a plurality of displacement drivers configured to displace a portion of the valve driver to instigate the actuation assembly to provide push, pull, and/or push and pull displacement of the valve actuator, thereby instigating movement of the valve.
 4. The injector of claim 1 wherein the acoustical force modifier comprises at least one of a piezoelectric, magnetostrictive, electromagnetic, electromechanical, pneumatic, or hydraulic force generator.
 5. A method of operating a fuel injector to inject fuel into a combustion chamber and ignite the fuel in the combustion chamber, the method comprising: introducing fuel into a body portion of the fuel injector, the body portion including a valve adjacent to the combustion chamber, the valve being movable between an open position and a closed position; actuating the valve to move from the closed position to the open position to introduce at least a portion of fuel into the combustion chamber; imparting acoustical energy to at least one of the fuel, the valve, or air in the combustion chamber; introducing a pattern of fuel through the valve from the body portion into the combustion chamber; and generating an ignition event to at least partially ignite the fuel in the combustion chamber.
 6. The method of claim 5 wherein imparting acoustical energy comprises transferring energy to alter a vibrational frequency of at least one of the fuel, the valve, or the air in the combustion chamber.
 7. The method of claim 5 wherein imparting acoustical energy comprises stimulating at least one of the fuel, the valve, or the air by means of a piezoelectric force, magnetostrictive force, electromagnetic force, electromechanical force, pneumatic force, or hydraulic force.
 8. The method of claim 5, further comprising sensing one or more conditions in the combustion chamber, and wherein imparting acoustical energy comprises adaptively altering, in response to the sensing, the movement of the fuel, the valve, or the air in the combustion chamber.
 9. The method of claim 5 wherein imparting acoustical energy comprises propagating pressure waves of acoustical energy through the fuel and altering a frequency of vibration in the fuel.
 10. The method of claim 5 wherein imparting acoustical energy comprises controlling the frequency, shape, pattern, and/or phase of fuel injection bursts into the combustion chamber
 11. The method of claim 5 wherein imparting acoustical energy comprises projecting a plasma of ionized air into the combustion chamber, thereby altering the frequency, shape, pattern, and/or phase of fuel injection bursts in the combustion chamber.
 12. The method of claim 5 wherein imparting acoustical energy comprises controlling the frequency of opening and closing the valve to induce sudden gasification of fuel injected into the combustion chamber.
 13. The method of claim 5 wherein imparting acoustical energy comprises subjecting fuel to a pressure drop as the fuel passes through the valve into the combustion chamber.
 14. The method of claim 5 wherein imparting acoustical energy comprises inducing a frequency above about 20,000 Hz in at least one of the fuel, the valve, or the air in the combustion chamber.
 15. The method of claim 5, further comprising sensing a temperature or pressure in the combustion chamber and modifying the frequency, shape, pattern, and/or phase of fuel injection bursts into the combustion chamber in response to the sensed temperature or pressure.
 16. A method of operating a fuel injector to inject fuel into a combustion chamber, the method comprising: introducing fuel into a body portion of the fuel injector, the body portion including a valve and a valve driver; sensing one or more conditions in the combustion chamber; and generating acoustical energy to control movement of at least one of the fuel, the valve driver, the valve, or air in the combustion chamber.
 17. The method of claim 16 wherein generating acoustical energy comprises inducing vibrations having a vibrational frequency in the valve driver and opening and closing the valve at a regularity dependent on the vibrational frequency.
 18. The method of claim 16 wherein generating acoustical energy comprises modifying the frequency, shape, pattern, and/or phase of the fuel.
 19. The method of claim 16 wherein generating acoustical energy comprises generating acoustical energy having a first frequency, the method further comprising generating acoustical energy having a second frequency different than the first frequency in response to one or more sensed conditions in the combustion chamber.
 20. The method of claim 16 wherein generating acoustical energy comprises introducing a plasma projection into the combustion chamber in response to the sensed conditions in the combustion chamber, the method further comprising altering a frequency of fuel in the combustion chamber in response to the sensing. 